Choke valve control



June 21, 1933. H. AsHwoRTH CHOKI?v VALVE CONTROL Filed Jan. 5, 1958 l. I l I l I...

Patented 'June 21, 1938 l ,l

UNITED STATES PATENT OFFICE 2,121,392 cnoKE VALVE coN'rnoL nemici Ashworth, Manci-nc, N. Y. Application January 5, 193s, serial Nc. 183,557 a claims. (ci. 12a-11s) This invention relates to choke valve controls. AAmong the advancements in the art owing It is Well recognized that internal combustion from my simplified construction are the features engines have diiiculty in starting, and this is parthat enable the consolidation of the solenoid and ticularly true in cold weather. To overcome the dashpot structure in the same cylinder without diiculty; a charge abnormally rich in fuel is lnmodifying the cylinder walls to afford a by-pass 5 troduced into the cylinders during the initial for the. fluid around the Adashpot piston. Anrevolutions of the engine. This is accomplished other advantage of my simplified structure Aallows by closing the valve, known as the choke valve, the elimination of springs in the working parts which controls the supply of air, and4 drawing in because the present invention operates substan- 1o substantially pure fuel when the engineis turned tially by gravity. A further advantage in the 10 by the starting motor. It has been found that present invention involves the use of an electroafter the rst few revolutions, and after the magnetic operating mechanism which obviates engine starts,- `that a continuation of the choke the use of catenulated'rods and linkage of otherv valve in the closed position floods the cylinder known devices; and permits my invention t0 be l5 With fllely and, Het Only StODS it, but the lOOdIlB used under conditions which require remote con- 15 causes dilution of the lubrication in the crank tro] of a, positive nature where such rods and case. If the choke valve is returned immediately linkage would be cumbersome. For example, in TQ its full Open DOSitiOn When the engine Starts, automobile busses and trucks, or on motor boats, .the Composition of the charge is S0 lean in fuel where the'engine is situated at a great distance 2O that the engine often stalls when it is placed and ina tortuous direction from the customary 20 under its normal load. Automotive engineers position of the operator. i `have long .been seeking the ideal construction A s15111- furl-,hor advantage of my invention is which automatically closes the choke valve until that it promotes a quick cracking. of the choke the engine starts and thereafter permits the valve to the partly open position, and a slow uni- 25 choke valve to open progressively in accordance form progress of the valve from the partly open 25 W1th the accepted fequrements 0f emeient Op' position throughout the remainder of its return eratlon. Such requ1rements involve a quick reto the fun open position, A further advantage turn or cracking of the choke valve to the partly of my invention resides in utilizing a. metal 0f high 9pm positorf Where an' may be instantaneously thermal expansion properties, such as aluminum,

so introduced into the substantially pure fuel or die casting metal' mmaking the housing cyl.. 30 charge; and from this partly @en position' the inder so that the movements of the choke valve choke valve should progress uniformly through- Wm be nuenced by the heat of the cooling Sysout the remainder of its path to the fun -open or tem of the engine. Were my device in direct connormal runmng position' tact with the heat of the'engine as by contact I am aware of the fact that prior to my invention Gther with the exhaust manifold, or the exhaust pipe,

s have constructed devices for controlling the same movements of the choke valve au the known liquids Servlceable in da'shpots would either. evaporate or increase in viscosity but my invention is believed to embody several .v features which are a considerable improvement through evapotatlon to an extent Where a' harmover these known devices. One advanta e of m ful eect in the operation would be predueed- I invention resides in a construction Whici makexsr Plame my housing cylinder for' the deshpot m the it' adaptable to customary internal combustion area of the cooling system so that the heat ei:- engines on the market, and particularly those Change Will be milder than the heat exchange 111 engines used in standard automobiles, so that the the area 0f theexhaust manifold and the exhaust Isaid control may be incorporated when the auto Pipe- I and installed with the4 minimum of expense in the VentiOn in View, my invention CODSSS 0f a UDVel limited space provided. My choke valve control Combination, arrangement and COIlStll-letiOn 0f iseasily substituted as an accessory, although not parts as Will be more Particularly described and l; limited to-this use, for the customary manually illustrated in the eCCOmDaIlying Specification and 5o operated rod control vwithout expensive altera-V drawing, but it will be understood that changes, tion; has fewer operating parts than other known variations, and modifications may be resorted to v.' choke controls performing the same operations; without departing from the spirit of the invention' and promotes economy of manufacture owingto in the subjoined claims. f

i the simplifled design and construction. A Referring to the drawing in detail wherein is 55 45 mobile is built, or it may be sold as an accessory With the foregoing and other ObJectS 0f the m' round fiat diskwhich forms of the dash pot when open position indicated in full lines disclosed the preferred embodiment of my invention: y

Figure 1 is a side elevation of a portion of an internal combustion engine, as mounted in an automobil and showing an adaptation therewith of a choke valve control of the present invention.

an enlarged detailed vertical section through the housing or cylinder with other parts of the engine in side elevation and partly broken away, and also showing the valved piston the choke valve is open.

Figure 3 is a fragmentary sectional view through the cylinder of the choke control device showing the parts of the valved piston when the choke valve is being closed by the energized solenoid.

4 is a transverse section through the cylinder of the choke control showing the piston in plan.

Figure 5 is a sectional plan view taken on a plane directly. above the cylinder of the choke control and looking downwardly.

Figure 6 is a wiring .diagram of the electric circuit of the choke valve control of the present invention.

Referring to the drawing in detail, A indicates a remote control panel, such as an instrument board of an automobile, a control board of a motor boat, or any other remote position where a human operator may be located who wishes to control the conventional internal combustion engine i3.l Only those parts of the conventional internal combustion engine are shown. as is necessary to explain anI application of the present invention. The internal combustion engine B has the .cus-

Pigure 2is tomary circulating water cooling system and is equipped with a water cooled cylinder block 1, and bolted to the block is a water cooled cylinder head l provided with the cus ary channels 9 through which the cooling water circulates. .A conventional down draft carburetor is indicated at Il, where the fuel is admitted for carbureting the air passing through the down draft pipe il from the air filter |2. The admission of the fuel mixture is controlled by the customary accelerator rod Il. The charge of air and fuel is delivered to the customary intake manifold Il from where it is distributed to the cylinders and exploded, the resulting products of combustion passing out of the cylindersto the exhaust manifold il in the customary manner'.

Above thecarburetor Il, in the down draft pipe i I there is rotatably mounted a choke valve shaft It to which is fixed in any suitable manner a the choke valve I1 of the butterfly type. This choke valve I1 is' different and distinct from the throttle or accel-y erat'or valve which controls the admission of fuel.v The chokewalve I1 in the customary construction, and immy constructio is normally in the in Figure 2 of the drawin;

inoperative. In my construction, the choke valve swings to open position by the weight o! the actuating arm and connecting rod as will presently position indicated by the 2, the choke valve sub- In the closed dotted linea il, in Figure stantially closes the passage in the down draft ,pipe Il and substantially no air is admitted to the carburetor in which case a charge almost pure in fuel is drawn into the cylinders. 'Ihe shaft Il extends to the outside and beyond the pipe i i and has'alink Il connected to it which turns the valve diskl is less y and remains in that position as long as the control of the present invention is shaft when the link is moved. The hollow dashpot cylinder C also forms a combination housing or casing for the cylindrical solenoid and other operating parts of the device. 'I'he cylinder is made of metal of a high coefficient of' expansion to heat'. I prefer to make the cylinder in two parts, the numeral indicating the upright cupshaped bottom part and 2l designating the Vinverted cup-shaped top part. The open confronting ends of the top and bottom parts telescope into each other and are secured together by the threaded joint 22. cylinder properly insulated from the walls is a conventional solenoid 22. Adjacent the solenoid in the lower end of the cylinder is arranged the dashpot member and in the top of the cylinder is a compartment 24 which accommodates the movement of the piston rod and actuating arm as will presently appear. A magnetically responsive piston rod made in two parts 25, 2l extends through the bore 23a of solenoid 23 and has parts thereof projecting from each end of the solenoid.

'Ihe upper part 25 oi!v the piston rod is made of metal inactive to magnetism and the lower part 26 is metal responsive to magnetism such as iron or steel. Part lis anchored fast in a socket in part 2l and the latter, in the ,lowermost position of the stroke of the piston rod 'shown in Figure 2, extendsinto the bore 22a a suilicient distance to lie in the field of magnetic force.

The dashpot member consists of the dashpot chamber 21 filled with liquid such level indicated at 28. On the side of the bottom part 2l is an outset filling neck 29 to replenish the liquid and the passage of the neck is closed by a screw plug 30. The lower part 26 of the piston rod extends into the oil in chamber 2l and has a reduced lower end 3i on the terminal of which is threaded a nut or collar 22. Fixed against the shoulder formed at the point where the reduced part 3i joins with the part 28 of the piston rod is a round valve disk 33 and this valve has a peripheral depending lip I4. ,Thedashpot piston 35 slides very freely on reduced part 2| of the piston'rod within the limits of the valve 3l and the collar 32. The piston l5 has a normal clearance 60 between its periphery and the wall of the cylinder at room temperatures sufficient to permit the liquid to pass between during the reciprocation of the piston rod. However, the clearance increases when the walls of the cylinder expand under the temperature induced by locating the-cylinder in the areaI of the cooling system. It will thus be seen that the entire range of movement of the piston isdnfluenced by the thermal expansion of the wall of the cylinder, which latter is in heat exchange relation with the cooling system of the engine, as will hereafter appear.

The upper face of the piston 3l is flat, and in an intermediate part of the piston. are by-pass openings li preferably four in number. The in diameter than the piston to permit free passage of the liquid through the piston and around the valve on the up stroke of the piston rod when the solenoid is energized. When the piston abut! th'e valve, the by-pass openings are closed by the valve and the liquid canonly pass between the periphery o'f'the piston and the wall of the cylinder.

I prefer to mount the cylinder C on the head 2 of the cylinder block as .close as possible to the channels I of the water circulating system that cools the-engine. To mount the cylinder, there is a threaded socket 21 in the bottom wall 22 of the bottom part 2i. The customary stud bolt 32 b'y In an intermediate part of the 8.5 Oil t0 the which the head .of the engine is bolted to the cylinder block is made a little longer than usual, and the free upper end seats in the socket 31 as e 2. By this manner of mounting the axis of the cylinder extends perpendicular to the engine cylinder head, and the cylinder C is in heat exchange relation with the water cooling system-and remotely situated with respect to the exhaust manifold I5 and the exhaust pipe.

One projecting end, the ton rod which projects free of the end of solenoid coilV 23, bearsagainst an intermediate part `of an actuating arm 40. Arm 4l) extends into a slot 4I in the side of top part 20 of cylinder C, and has the inner end pivoted at 42 to the cylinder C. The intermediate portion of arm extends diametrically across the cylinder and swings in the upper chamber 24. 'I'he slot 4I limits the swinging movement of arm 40, the dotted line position in Figure 2 indicating its uppermost position when the choke valve I1 is closed and the full line position shown in Figure 2 showing the normal position when the choke valve I1 is in full open position and the solenoid 23 deenergized. A portion of actuating arm 40 protrudes outside the cylinder C and this portion is provided with a longitudinal slot 43 which co-operates to furnish adjustment of the choke valve I1. i Y

A connecting rod 44 is provided near the lower end with a ball and socket joint 45 to accommodate swinging movement of the rod. 'I'he lower terminal of the connecting rod' 44 has an oiset threadedV stem 46 the slot 43 in Varm 40 and this stem receives the nut 41 which secures the connecting rod and arm' together. The upper end of connecting .rod 44 is connected to the outer end of link I9 which turns the choke valve shaft I 6. This connection is shown atv 48 and consists of forming anoutset teat on the end of the connecting rod which passes through an opening in the end of link I9 and the inner end of the teat is prevented from detachment by the cotter pin extending through an opening in the teat all of which is shown in Figure 1. Since fthe nut 41 makes a fixed connection between the connecting rod 44 and the arm 40, the ball and socket joint 45 permits the connecting rod to have a swivel joint in its length which is necessary in translating movement from., the actuating arm to the1link`I9. To permit circulation I make openings 49 in the sides of the upper part 20. I also prevent liquid in the dashpot chamber 21 from getting into the solenoid coil 23, bysecuring a rubber or fiber washer 5I in the lower end of the upper part 2li of cylinder C. Electricity to operate the solenoid 23 is supplied from a battery 52, which is grounded at 53, by an electrical conductor wire 54 which conductor wire connects with the switch 55 on the panel A. Leading from the switch and connected to the solenoid coil 23 is an electrical conductor wire 56. 'I'he solenoid is grounded at 51.

The parts of` my choke valve control arevsubstantially in the position shown in Figure 2, when the engine B is at rest. In starting the engine B, switch 55 is closed at the same time the starting motor for the engine is brought into operation. -By closing switch 55, solenoid 23 is energized and piston rod moves upwardly with the valved piston parts in the position shown in Figure 3, which action closes chokevalve I1 to the dotted line position I8 shown in FigureY 2. When the-cylinders of the 'engine have been upper end of the pis-` y 40 to partially open or As the piston and weight which extends throughv of air in the cylinder C,-

.3 primed with a charge rich in fuel, the switch 55 is opened whereupon the solenoid is deenergized, The weight of the piston rod, which obviously forms the core of the solenoid coil, permits it to sink in the liquid of the dashpot chamber 21 until the piston valve 33 encounters the materially'slower sinking piston 35, from which point of encounter the piston rod is retarded by the dashpot action throughout the remaining distance of its stroke, because the sole path for displacing the liquid is the clearance space 6B between the periphery of the piston and the wall of the cylinder.

The distance the piston rod freely drops when the solenoid 23 is deenergized, permits the weight of the connecting rod 4 4 and the actuating arm crack the choke valve I1 to the dotted line position `58`shown in Figure 2. The quick cracking or partialopening of the choke valve I1 simultaneously admits sufficient air to thin the 4rich fuel and allowsathe engine to be accelerated when placed lnderwits load. of the piston rod now bearing on the piston slowly sinks in the liquid under dashpotf action, the choke valvev I1 uniformly and progressivelyopens to the full line position shown in Figure 2, allowing a greater amount of air to enterthe carburetor as the valve opens.

If the engine is warm when it is4 started, and it is necessary to choke the engine by closing the choke valve I1, the cylinder C having a high coeicient of thermal expansion, will have expanded by the heat radiated fromthe cooling system of the engine on which the cylinder is mounted. In this case, there will be greater clearance between the wall of the cylinder C and the periphery of the piston 35 thereby allowing quicker movement of the choke valve because the liquid of the dashpot will be displaced in accordance with the proportional increase in the clearance'space, and this quickened movement prevails throughout the ment of the pistonv rod. Since there is a normal clearance 60 between the peripheral edge of the piston and the wall of cylinder C. the oil or other liquid in the clearance space will act as an insulator and prevent a substantiahamount of heat from expanding the piston t\ correspond with the expansion of the cylinder G. An appreciable quickening effect is noticeable from the thermal expansion of the cylinder C on the return stroke of the piston Vrod-when initially starting a cold motor because some heat is imparted to the cooling water and transferred to the cylinder C during the interval of time the device is in operation.

In Figure 2 of the drawing I- have shown one way of fastening the solenoid 23 in the upper part 20 of cylinder C, although other ways of fastening may be devised. In assembling the solenoid 23 in the upper part 20, the said solenoid is slid into the upper part of the cylinder until the customaryv fiber or rubber v washer 53 that is found at the top of the conventional solenoid abuts against .small outstanding teats 62 2U. These teats may be-v near the top of'part` made by making indentations in the walls of the upper part 2U of the cylinder as shown, or they may be made in other ways. After the solenoid is inserted in the u er part 20, then the upper part is screwed into the lower part 2| until. the free' edge of the lower part bears against the shoulder 64 on the upper part 20. In the screw Joint 22, a hole is then drilled and tapped with entire range of moven with a cooling system,

. ofv thermal expansion so as to control the move-'- ment of the piston in accordance with tbe tem- `perature of the engine 4. In an internal combustion engine, the oomv 7o -the magnetic force,

the free end ot the piston rod andthe choke' valve, and means for supplying of, of a cylinder, a

4' threads to. receive the screw Il. This screw O I is screwed into the hole until the inner end extends into the cylinder under the ber or rubber washer il on the bottom ot the solenoid 23, and the inner end of the screw prevents the solenoid from becoming dislocated in the cylinder during the contraction and expansion of the cylinder under the iniluence of the heat of the cooling system.

Having described my invention, what I claim 1. In anv internal combustion engine equipped the combination with a normally open retractile choke valve of the carburetor thereof, oi' manually controlled electromagnetic means for moving the choke valve in one direction opposed to the direction' of the retractile force, and a dashpot provided with a variable rate o! ,movement within the limits ot its stroke to retard `the valve upon the release `o! the electro-magnetic means, and the entire range' of the movement of the dashpot further controlled by the temperature of the coolingsystem. /t

2. Inan internal combustion engine'thr, combination with a normally open choke valve theresolenoid mounted in a-part chamber in another responsive oi', of av cylinder, a of the cylinder, a dashpot part of the cylinder, a magnetically piston rod extending through and-projectingl from each end of the solenoid.' a portion of the piston rod extending into the dashpot chamber 'and another portion forming the core of the solenoid, a valved piston on the portion of the piston rod in the dashpot chamber counter movement of the piston rod relative to:

the magnetic force, connecting means between the free end of the piston rod and the choke electricity to energize the solenoid. Y

3. In an internal.combustion engine, the oombination with a normally open choke valve theresolenoid mounted in a part of the cylinder, a dashpot chamber in another part oi-the cylinder, a magnetically responsive piston rod extending through and projecting fromeach end of the solenoid, a portion ot the solenoid, a piston-on the portion of the piston rod in the dashpot chamber resistingeoimter force, connecting means supplying electricity to energile the solenoid. and the cylinder` formed of metal of a high eoemcienti bination with a normally open choke valve thereof, of a cylinder, a. solenoid mounted in a part of the cylinder. a magnetically responsive piston rod extending through and projecting from each end oi the solenoid, a portion of the piston rod extending intothe dashpot chamber and another on the portionot the chamber resisting l connecting means between valve, means for supplying electricity to .with a normally open retraction of the choke into the dashpot chamber and another portion forming the core of thel nectedtotheactuatingarmand connectedwith 5,

the choke valve.l

a water cooling system, the combination choke valve ofY the carburetor thereof, of a cylinder formed of a metal having a relatively high coemcient oi thermal expansion, an electro-magnetic means mmmted in a part 'of the cylinder for urging the choke valve to closed position upon the energimtion thereof, means for connecting the electro-mairnetic means with the choke valve. a. dasbpot chamber containing liquid in another part of the cylinder, a piston in the liquid in the dashpot chamber and connected with the electro-magnetic means to resist movement thereof, said cylinder positioned in the area of the cooling system of the engine in heat exchange' relation with pension of the said cylinder as influenced by the 25.

temperature ofthe coolingsystemof the engine.

6. In an internal combustion engine, the combination with a normally open choke valve of the the tree end of the piston for operating the choke valve in response to the movement of thepiston rod, manually controlled means for supplying electricity to energize the aolmold. said valved piston being movably moimted on the piston rod for limited movement toredueeresistancetothemovemmtofthepis- CERTIFICATE OF CORRECTION. Patent No. 2,121,592 June 2l, 1958.

FANDEL ASHWORI'H.

of the above numbered patent requiring correction as follows: Page LL, second column, line-6h, claim 8, for the word "well" read will; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 5th day of July, A. D. 1958.

Henry Van Arsdale, (Seal) A Acting Commissioner of' Patente. 

